Internal-combustion engine



K. R. MALTBY INTERNAL COMBUSTION ENGINE June 27, 1944.

Filed Feb. 20, 1942 5 Sheets-Sheet 1 K. R. MALTBY lINTERNAL COMBUSTION ENGINE June 27, 1944.

5 Sheets-Sheet 2 Filed Feb. 20, 1942 (Ittornegs June 27, 1944. n K. R. MALTBY INTERNAL QOMBUSTION ENGINE Filed Feb. 2o, 1942 Gtfornegs v v l glial/Amy June 27, 1944. K. R. MALTBY INTERNAL COMBUSTION ENGINE Filed Feb. 20, 1942 5 Sheets-Sheet 4 WSN www. Nw

www.

Zmventor l Bg l /e/ f Wa//y @6M/@Q6 9L l `(Ittomegs June 27, 1944. K. R. MALTBY INTERNAL COMBUSTION ENGINE Filed Feb.y 20, 1942 5 SheeS-Sheei 5 Snvcntor v j/ 6&2 W70/ff@ J @az/:Maf @W (Ittornegs EES.-

Patented June 27, 1944 INTERNAL-COIVIBUSTION ENGINE Kenneth R. Maltby, Lavonia Township, Oakland County, Mich.

Application February 20, 1942, Serial No. 431,655

13 Claims.

This invention relates to internal combustion engines and, in particular, to engines having reciproca-tory pistons.

One object of this invention is to provide an internal combustion engine having reciprocatory pistons with improved means for transforming the reciprocatory motion of the pistons into rotary motion without the use of cranks.

Another object is to provide an internal combustion engine as set forth in the precedingr object wherein the reciprocatory motion of the piston rod is converted into a rotary motion of the engine shaft by .means of a spirally-shaped toothed member meshing with a -gear on the engine shaft.

Another object is to provide an internal combustion engine having pistons reciprocable in spiral paths so that the ports lby which fuel is admitted and exhaust gases discharged are covered and uncovered during the spirally rotatcry' motion of the piston as it reciprocates.

Another object is to provide an internal combustion engine as set forth in the object immediately preceding wherein the air or fuel gas is compressed in the space behind the piston and conveyed through a by-pass passageway from the space behind the piston to the space in front of the piston head which constitutes the explosion chamber.

Another object is to provide an internal combustion engine having paired pistons mounted on opposite ends of a common connecting rod and reciprocating as well as rotating in oppositely disposed cylinders, the rotating and reciprocating motion of the piston rod being transformed into rotation of the engine shaft by means of a spiral cam-like member having teeth on the edge thereof, meshing with teeth on a gear on the engine shaft, the lateral surfaces of the cam-like toothed member engaging corresponding mating surfaces on oppositely disposed abutment members through ywhich the piston rod passes.

Another object is to provide an internal combustion engine having pistons rotating as they reciprocate to and fro, the piston head and the cylinder head having shouldered portions which arrive adjacent one another at the top of the stroke so as to provide an explosion chamber whereby reaction of one shoulder against the other as a result of the explosion carries the pston and cam-like member over dead center as they rotate and reciprocate.

Another object is to provide an internal combustion engine as set forth in the preceding objects wherein the pistons have skirts Which are 55 cut away at an angle in an axial direction and cooperate with similarly angled elongated ports in the cylinder side walls, these intake and exhaust ports being covered and uncovered by the rotatory 'reciprocating motion of the piston.

Another object is to provide an internal combustion engine of a modified type (Fig. 10) wherein the pistons reciprocate with the rotation but wherein the reciprocatory motion is transformed into a rotatory motion of the engine shaft by a spirally-toothed member mounted loosely on the piston rod and meshing with corresponding teeth in a gear mounted upon the engine shaft.

Another object is to provide an internal combustion engine according to the preceding objects, but of a modified type (Fig. 11)', wherein the pistons rotate as they reciprocate and whereinthe spirally-shaped member with teeth upon its edges engages xed abutment rollers in contact with its opposite lateral surfaces as it meshes `with the gear mounted upon the engine shaft.

Another object is to provide a combined internal combustion engine and electrical generator (Fig. 12) wherein an elongated cylinder block has cylinders at its opposite ends containing pistons mounted on opposite ends of a common con necting rod which in turn carries a spool-shaped rotor, preferably of permanently magnetic material and moved back and forth between aplurality of stator coils which carry electric current generated by this cutting of the lines of force, means engaging the spool-shaped rotor for imparting a rotatory motion thereto in response to the reciprocatory motion of the pistons, such as a roller working in a spirally-grooved sleeve encircling the rotor.

Another object is to provide a combined internal combustion engine and electrical generator (Fig. 13) wherein an elongated cylinder block with cylinders at its opposite ends receives a pair of pistons mounted on the opposite ends of a common connecting rod, the connecting rod carrying a spiral cam-like member having teeth on the edge thereof which mesh with an internal gear within a rotor.

Another object is to provide a combined in ternal` combustion engine and electrical generator of a 'modied type (Fig. 15) with rotating and reciprocating pistons as set forth in the preceding objects but wherein the rotor of permanently magnetic material reciprocates as it rotates withinthe stator windings, thereby generating an electric current because of the cutting of the lines of magnetic force, the reciprocation and rotation bein-g effected by a spirally-shaped cam member which engages correspondingly shaped abutment members.

In the drawings:

Figure 1 is a central vertical section through a preferred embodiment of the internal combustion engine of this invention, with portions of one of the pistons shown in side elevation.

Figure 2 is a horizontal section taken along the line 2--2 in Figure 1.

Figure 3 is a cross-section taken along the curved oblique line 3-3 in Figure 1.

Figure 4 is a vertical cross-section taken along the line 4-4 in Figure 1.

Figure 5 is a cross-section taken along the irregular line 5--5 of Figure 1.

Figure 6 is a cross-section taken along the irregular line 6 6 in Figure 1.

Figure 7 is a cross-section taken along the irregular line 1--1 in Figure 1.

Figure B is a cross-section taken along the irregular` line 8-8 in Figure l.

Figure 9is a developed lay-out view of the relative positions `of the ports and piston at four differentpositions during the working cycle.

Figure -1-0 is a central vertical section through the upper part of a modification of the engine shown in Figure 1, wherein the pistons do not rotate.

Figure 1l is a central vertical section through the .upper left-hand portion of a second modi* cation of the engine shown in Figure 1, wherein the toothed power transmitting member engages abutment rollers.

Figure 12 isa central vertical section through a further modification of the engine shown in Figure 1, wherein there is Yprovided a combined internal combustion engine Aandelectrical generator with a rotating and reciprocating rotor.

Figure 13 isa central vertical section through a modification of the combined internal combustion engine and electrical generator shown in Figure 12, wherein the rotor rotates but does not reciprocate.

Figure 14 is a cross-section along the line -M-M in Figure 13.

Figure 15 is a central vertical section through further modification of the combined internal combustion engine and generator shown in Figure 12, wherein the rotor also rotates and reciprocates.

General arrangement In general, the internal combustion engine of vthis invention consists of a cylinder block containing a pair of opposed cylinder bores having pistons reciprocating therein and interconnected by a common piston rod. Thepiston rod carries a power transmitting member of a peculiar shape, somewhat like a bent disk arranged at an inclination to the piston rod and having teeth on its edge meshing with corresponding teeth upon a gear mounted on the engine shaft. The power transmitting member is of such a shape (Figs, 1 and 2) that one toothed edge is arranged in a spiral path for 180 of its extent, the other 180 having a reverse spiral path in the opposite direction and returning to the starting point. This power transmitting member at its opposite surfaces engages abutment members with corresponding mating surfaces (Fig. 2 and lower portion of Figure l) so that the piston rod and the pistons thereon are caused to rotate as they reciprocate. This rotation, however, is always in the same direction, and in a spiral path which returns along a reversed spiral path.

The pistons have skirts which are cut away along curved oblique edges so as to cooperate with obliquely arranged elongated ports in the cylinder walls, covering and uncovering these ports at proper positions during the working cycle. A by-pass conduit or passageway is, also provided in each cylinder wall leading to the chamber immediately beneath each cylinder head.

The cylinder head is provided with a shoulder which cooperates with a similar shoulder upon the piston head (Fig. 7) so as to provide a small combustion space when the two shoulders are at their point of nearest approach. The explosion in this space provides an impetus which carries the piston and the power transmitting member over their dead centers. The fuel may be injected directly into the combustion chamber, in `which case air is compressed in the space behind the piston head and in the by-pass passageway for discharge into the combustion chamber when the ley-pass port is uncovered by the motion of the piston. Optionally, the fuel and air may be previously mixed, as in a carburetor, and fuel gas compressed and delivered in a similar manner to the air previously mentioned.

The modification of Figure 10 is similar in some respects to the form shown in Figure 1, eX- cept that the pistons do not rotate but merely reciprocate, and hence the ports Ain the cylinder walls are not elongated to the extent of those in Figure l. The modification of Figure l1 is likewise similar to the form of Figure 1 except that abutment rollers are provided for engagement by the power transmitting member.

The modifications of Figures 12, 13 and 15 cmploy an internal combustion engine of the general type shown in Figure 1, but also include a rotor of permanently magnetic material cooperating with a wound stator, so that a combined internal combustion engine and electrical generator results. The engine may be either liquid-cooled or air cooled, and such .cooling devices have been omitted for simplifying the showing.

Internal combustion engine with rotating and reciprocating pistons Referring to the drawings in detail, Figures l. to 9 inclusive show a central vertical section through an internal combustion engine according to a preferred embodiment of the present in,- vention. The engine shown in these figures consists of a plurality of left-hand cylinders and right-hand cylinders 2| (Fig. l.) secured as at 22 by means of flanges 23 to a connecting casing 24 (Fig. 4). The cylinders 20 and 2i are similar to one another but have their ports oppositely arranged, so that they are rights and lofts respectively. Each cylinder 20 and 2i is provided with a cylinder head 25 secured as at 28 to the flange 21 upon the cylinder, and having a por tion 28 extending into the cylinder bore 29. The cylinder head portion 28 is provided with an inwardly projecting portion 3D having a lateral cylinder 3| thereon (Fig. '7). Opening into the cylinder bore 29 near the shoulder 30 is a port 32 formed in a boss 33 and serving either for the reception of a fuel injector in the event that liquid fuel injection is employed, or for a spark plug in the event that gaseous fuel is introduced.

Each cylinder wall 34 contains an elongated by-pass port 35 (Fig. 2), extending obliquely along the cylinder wall 34, and consisting of an open groove or channel in the cylinder wall 34. Also passing through the cylinder wall 34 and arranged obliquely thereto is an elongated intake port 35 arranged to admit air or fuel gas into the space behind the piston when it is uncovered by the piston skirt, as explained below. Finally, the cylinderwall 34 contains an elongated exhaust port 31 arranged to be uncovered by the piston head as the piston reciprocates.

Reciprocable in each cylinder bore 29 is a pistn 38. For convenience of manufacture the piston 38 is made in two pieces, namely a base portion 39 and a head portion 40 (Fig. 1) having its side portions 4| fitting into an annular groove 42 in the base portion 39. The latter is provided with a bore 43 which receives the one end of the piston rod 44 and is secured thereto as by the pin 45. The pin 45 passes through a transverse bore 46 in the end of the piston rod 44 and likewise through bores 41 and 48 in the base portion 39 and head portion 40 respectively (Fig. 2).

The base portion 39 of the piston 38 is provided with a skirt 48 of irregular shape, it being cut away along the edge of arcuate portions meeting at the point 5| (Fig. 2).

The piston head 4|) is provided with a top wall 52 having a top surface 53 (Fig. 1), upper right- Vhand corner being provided with an inclined surface 54 and a shouldered portion 55 cooperating with the shoulder 3| on the cylinder head portion 38 to provide a combustion space therebetween, as explained above. The relative locations of the ports 35, 3G and 31 and the positions"r of the piston 38 at various points in its operating cycle are shown in Figure 9.

In order to provide for a combined rotary and reciprocating motion of the pistons 38, the piston rod 44 is provided with a power transmitting member, generally vdesignated 56 (Figs. 1 and 2). This power transmitting member 55 has opposite lateral surfaces 51 and an edge 58 provided with teeth 58. The edge 58 is composed of two parts 68 and 6| respectively (Fig. 2), the one being a reversed replicaof the other. The power transmitting member 55 is not a plane body, but resembles a bent disk having its edges 68 and 6| in the form of right and left hand spirals or screws meeting at the locations 52 and 53 respec-y members S5 and (i1 (Fig. 2) having bores 58 and 69 through which the piston rod 44 loosely passes..

The outer portions 18 of the abutment members 68 and 81 are tapered and inserted in retaining sleeves 1| which .are provided with flanges 12 (Fig. 2) bolted between the cylinder flanges 23 and the opposite halves 13 and 14 of the casing 24 (Fig. l). The outer portions of the casing halves 'i3 and 14, the cylinder flanges 23 and the abutment flanges 12 are bolted together by the bolts 15. The tapered portions 1|) of the abutment members 85 and 61 are tapered, and the edges 16 of the retaining sleeve 1| are cut away along an arcuate oblique line in order to avoid the edges of the piston skirts 49.

The abutment surfaces 84 and 85 upon the abutment members Gi and 81 are of shapes mating with the lateral surfaces 51 of the power transmitting member 53, hence are roughly con- -cavely V-shaped to nt the approximately convex V-shape of the surfaces 51 of the power transmitting member 56, these meeting along the edges |32 and 63. Accordingly, the abutment surfaces |54 are fixed in location, and are held in `this fixed location by pins 11 (Fig. l) passing 'through the retaining members 1| into the abutment members 6.6 .and 61.

The teeth 59 upon the edge 51 of the power transmitting member 56 mesh with similar teeth 18 upon the periphery of a gear 19 which has a central bore receiving the portion 8| of the engine shaft 82 and keyed thereto as at 83 (Fig. 1). The engine shaft 82 is provided with antifriction bearings 84 on opposite sides of the shaft portion 8|, and likewise with an anti-friction bearing 85 for supporting the opposite end of the shaft 82. A tubular shaft housing 85 extends outwardly from the casing half 14 and is closed at its outer end by an annular threaded plug 81 with an oil wiping gasket 88 therein.

Operation In the operation of the engine shown in Figures 1 to 9 inclusive, the parts follow the two-cycle mode of operation. The fuel may be supplied to the engine either in the form of liquid fuel which is injected into the combustion chamber at the top of the compression stroke so that the heat of compression ignites the fuel as in the Diesel type of engine, or the fuel is mixed with air as in a carburetor and then supplied to the engine. Let it be assumed that the carburetor type of fuel supply is adopted in describing the operation of the engine, and that a spark plug is mounted in the port 32 for injecting liquid fuel at the top of the compression stroke of the piston 38. It will be observed from Figures 1 to 4 that four cylinders 20 and 2| are shown but it will be obvious that multiple banks of cylinders may be employed if desired. As previously stated, the cylinders 20 and 2| and their ports 35, 38 and 31 are similar in construction but oppositely arranged so as to be rights and lefts of one another.

Let it be assumed that the working parts are in the position shown in Figure l., and that the upper left-hand piston 38 has completed its compression stroke and arrived at the top of its stroke. The piston 38 has reached this position, not by simple reciprocation, but by rotation combined with reciprocation so that the piston rotates upon its 11p-stroke and rotates another 180 in the same direction upon its downstroke. The shoulder 55 upon the top of the piston 38 is so arranged relatively to the shoulder head 25 that it barely clears the latter as it spirals forward upon its up-stroke, and arrives in the position of Figure 7 in the time for fuel ignition.

The position of the piston -top 53, skirt edges 50 and ports 35, 3B and 31 are shown in the lefthand portion of Figure 9. The four positions in the cycle shown in Figure 9 may be considered as giving a view of the cylinder bore 23 as it could be laid out on a fiat surface, with the vertical plane of the drawing of Figure l. representing the center line A-A of Figure 9, Thus the line A-A coincides with the intersection of the top of the cylinder bore 2S in Figure 1 with the plane of the paper and the upper and lower lines B-B and C-C coincide with the lower intersection of the cylinder bore 29 with the plane of the paper.

As the piston top 53 reaches its upper extreme limit of motion, the skirt edges 58 uncover the intake port 3E and by-pass port so that fuel gas is admitted to the space behind the piston 38. The piston skirt 43 at this point. completely covers the exhaust port 31. The parts now in the position Ignition in Figure 9.

Ignition now takes place in the space between the shoulders 3| and 55, whereupon the reaction therebetween rotates the piston 55 and carries it past the dead center position indicated by the point 62 of the power transmitting member 56 in Figure 2.

As the piston rod 44 moves backward, it pushes the lateral surfaces 51 of the power transmitting member 56 against the similarly inclined surfaces 64 of the abutment members 66, rotating the edge 58 carrying the teeth 59,

As the power transmitting member 56 rotates, the meshing of its teeth with the teeth 18 upon the gear 19 causes the latter to rotate, and with it the engine shaft 82. Meanwhile, the lower right-hand piston 38 shown in Figure l is performing the same operation and at the same stage in the cycle as the upper left-hand piston under consideration. The upper right-hand piston and the lower left-hand piston, however, are at the opposite ends of their cycle, namely at the point Where the burnt gases are being discharged through the exhaust ports 31. As the upper lelt hand piston 38 moves backward to the right after ignition and explosion have taken place, its skirt edge 59 covers up the intake port 36 compressing the gas in the space behind the piston 33 and into by-pass channel 35.

The expansion stroke now takes place. The burning gases above the top of the cylinder head 4|) expand and push the piston 33 backward until its top 53 starts to uncover the exhaust port 31,

as shown in the portion of Figure 9 marredv F.xhaust. Meanwhile, the skirt 43 has covered up the intake port 36 as the piston 38 has rotated while it has moved backward, but the bypass channel 35 remains uncovered. As a consequence, the fuel charge behind the piston 36 is' compressed in the bypass channel which, it will be remember, is in the form of a spiral channel in the cylinder wall 34. The piston top 53 is now nearing the bottom of its stroke.

The exhaust portion of the cycle now takes place as the piston top 53 completely uncovers the upper edge of the exhaust port 3l, so that the burning gases rush out through this port and are discharged into a suitable muffler or into the atmosphere, as the circumstances dictate. the same time, however, the piston top 53 has reccded to the point where it uncovers the upper end of the bypass or channel port 35. This pernrts the fuel gases compressed in the bypass port 35 to rush into the combustion chamber, assisting in the scavenging of the combustion chamber by aiding in driving out the burnt gases. The parts now in the positions indicated by the portion of Figure 9 marked Exhaust and the piston 33 has reached the bottom of its stroke. By changing the angles of the forward edge of the exhaust port 31 and the inclined piston head portion 54, the relationship of the opening of the exhaust port 31 relatively to the bypass port 35 may be altered and accordingly the scavenging action varied as desired. This permits the eX- haust port 31 to be opened first on the expansion stroke but allows the exhaust port 31 and the bypass port 35 to be closed simultaneously. Thus the exhaust port 31 and bfi-pass port 35 may be opened or closed simultaneously during the stroke in one direction but opened or closed separately during the stroke in the opposite direction or both may be opened separately in both directions. In the example described, the exhaust port 31 is preferably opened before the bypass port 35 on the reverse or expansion stroke but are simultaneously closed on the forward or compression stroke.

With the fuel gas charge admitted to the combustion chamber, the piston 38 continues its rotation and starts upon its forward stroke. The

skirt edge 56 now uncovers the intake port 36 but covers the exhaust port 31 and by-pass port 35. The parts now occupy the positions shown in the portion of Figure 9 marked Compression. The suction created behind the advanc ing piston 38 draws in fuel gas through the intake port 36 into the space behind the piston 38 as the top 53 of the piston moves toward the top of the cylinder head 25, compressing the fuel charge.

As the piston 38 reaches its point of nearest approach to the cylinder head 25, the charge is compressed. The piston head shoulder 55 moves upward beneath and past the corresponding shoulder 3| upon the cylinder head 25, reaching the position shown in Figure 7. Meanwhile, the piston skirt edge 56 has uncovered the intake port 36 and the entire bypass port 35. The parts are now in the positions shown in the left-hand portion of Figure 9 marked Ignition Ignition of the charge between the shoulders 3l and 55 then place and the foregoing cycle repeated.

While this is occurring, the lateral surfaces 51 of the power transmitting member 56 have first engaged the abutment surface G4 of the abutment member 66 on the forward stroke and thereafter engaged the abutment surface 65 of the abutment member 61 on the rearward stroke of the upper left-hand piston 38. Thus, the power transmitting member 56 rotates continuously in one direction as it reciprocates, the teeth on one half its edge contacting the teeth 18 of the gear 19 on the forward stroke and those of the other half contacting the teeth 18 on the return stroke. By this means, the spirallyshaped power transmitting member 56 converts the rotating and reciprocating motion of the pistons 38 into a, pure rotation of the gear 19 and engine shaft 82. Moreover, the mass of the rotating pistons 38 and power transmitting member 56 provides a ilywheel effect because of the momentum of these parts. This flywheel effect also assists in carrying the power transmitting member 56 over its dead center points 62 and 63.

Figure 11 modification The modification shown in Figure 11 is similar in construction to that shown in Figures 1 to 9 inclusive, and similar parts are similarly designated. The power transmitting member 56 in Figure ll is similar in principle to the power transmitting member in Figures l to 9 inclusive, but the abutment members 61 are omitted and the faces 51 are altered somewhat to compensate for the fact that the rollers 95 have definite diameters. rlhe retaining members 1| of Figure 2 are replaced by closure members having flanges 9| interposed. between the cylinder flanges 23 and the casing 92 to which the cylinders 2D and 2| are directly bolted, as at 93.

In place of the abutment members 66 and 61, the modification of Figure 11 provides abutment rollers 911 and supported upon studs 96 threaded into sockets S1 in projections 9B comprising bosses extending inwardly toward the piston rod 44.

The operation of the modification of Figure 1l is substantially the same as that of Figures 1 to 9 inclusive. The thrusts of the side surfaces 51 of the power transmitting member 56 are taken by the abutment rollers 94 and 95 instead of by the abutment surfaces 64 and 65, the one acting on the forward stroke of the upper left-hand piston and the other on `the rearward stroke thereof. The reversal of the pistons 38 may be made less abrupt than in Figs. 1 to 9 inclusive as the turning points corresponding to 62 and 63 may be rounded off as desired. The acceleration or deceleration of the reciprocation of the pistons 38 can be varied by varying the configuration of the faces 51.

Figure 10 in modification The Figure 10 modification differs essentially from that of Figures 1 to 9 inclusive in having non-rotation pistons, hence employing straight ports. The power transmitting member accordingly rotates loosely upon the piston rod.

In particular, the modification of Figure 10 includes cylinders and |0| having heads |02 bolted thereto as at |03 and bores |04 containing intake ports |05, exhaust ports |06 and by-pass ports |01 and |08 interconnected by a by-pass passageway |09. Pistons 0 connected as at to the piston rod ||2 are reciprocably but nonrotatably mounted in the cylinder bores |04. The piston rod ||2 passes through bores ||3 and abutment members ||4 and ||5 held within the retaining members ||6 and ||1 having flanges Il@ clamped between the cylinder flanges ||9 and the casing halves |20 and |2| as by the bolts |22. The abutment members ||4 and ||5 are provided with opposed abutment surfaces |23 and |24 (Fig. 10) of a similar configuration to the abutment surfaces 64 and 65 of Figure 2, and engaging the lateral surfaces |25 and |26 of the power transmitting member |21 in a similar way. The power transmitting member |21 is provided with a hub |28 and a bore |29 therein loosely surrounding the piston rod |2 and held in position by retaining collars |30 pinned thereto as at |3|. The teeth |32 of the power transmitting member |21 mesh with teeth |33 upon the gear |34 which is mounted upon the engine power output shaft (not shown) similar to the arrangement shown in Figure 1.

The cylinder walls |35 are provided with ports |36 for the reception of a spark plug or other ignition means. The piston ||0 is provided with a baiiie plate |31 projecting upwardly from the top |38 thereof, and is also provided with a skirt |39` which covers and uncovers the ports |06 and |01. A spring pressed poppet valve |40 is mounted in a plug |4| threaded into the port |05 and has a stem |42 with a spring |43 engaging the plug |4| at one end and an abutment'washer |44 at its other end, thereby urging the poppet valve |40 upwardly into closing engagement with a valve seat |45 in the threaded plug |4|. Passages |46 open through the threaded plug |4| into an intake conduit |41.

In the operation of the modification shown in Figure l0, the pistons ||0 follow the usual twocycle mode of operation.` As the upper left-hand piston moves to the left upon the compression stroke, it draws in fuel gas through the intake port |05, in which the poppet'valve |49v opens under the suction thus created. Meanwhile, the charge has been exploded inthe combustion chamber inthe upper right-hand corner of Figure l0 and the right-hand piston ||0 moves downwardly until it uncovers the exhaust port |06 and the upper by-pass port |01. The fuel charge which has been compressed beneath the upper right-aand piston ||0 rushes through the lower by-pass port |08, the by-passconduit |09 vand the upper by-pass port |01into the combustion 75 chamber, past the baffle |31 while the burnt gases yescape through the exhaust port |06.

' The compressed charge in the left-hand cylinder is now ignited and the left-hand piston moves inwardly, compressing the charge in the space behind the left-hand piston ||0 and also in the by-pass passageway |09 while the charge in the right-hand combustion chamber is being compressed as the right-hand piston H0 moves outward. In this way, the piston rod I2 reciprocates to and fro. The pistons ||0, however, do not rotate since the power transmitting member |21 is free to rotate upon the piston rod ||2 against the thrust collars |30. The rotation of the power transmitting member |21 as it reciprocates causes the gear |34 to rotate, thereby rotating the shaft 82. The thrust surfaces |23 and |24 alternately bear the engagement of the corresponding thrust surfaces |25 and |26 on the power transmitting members, |21 as the engine operates. The principles of operation of the power transmitting member |21 are thus broadly similar to those of the power transmitting member 56 of Figures l to 9 inclusive.

Combined engine and electrical generator The three modifications shown in Figures 12 to 15 inclusive include rotating and reciprocating pistons substantially similar to those shown in Figures i to 9 inclusive and are similarly designated. In each case, however, the power is transmitted to a rotor, preferably of permanently magnetic material, which rotates, and in some instances also reciprocates within a stator having windings. In this manner, an electrical current is generated as the lines of force of the roller cut the windings of the stator.

The modification shown in Figure 12 employs .a spool-like rotor |40 with an annular channel |4| containing a sleeve |42 of non-magnetic material containing a groove |43 arranged in a spiral direction. vThe rotor |40 is preferably of permanently magnetic material. This groove |43 is similar in configuration to the edge of the power transmitting member 56 of Figures 1 to 9 inclusive. In other words, the groove |43 spirals up in an oblique direction on one side of the spool |40 and spirals backward to its starting point on the other side thereof. An abutment roller |44 mounted on a stud |45 threaded into a socket |46 in a projection |41 of the casing |48 engages they groove |43. The casing |48 contains a pair of annular spaced windings or coils |49 and |50 wound on insulated drums 5| and |52 and spaced apart from each other axially along the piston rod 44.

, In the operation of the engine of Figure 12, the

cycle of operation follows that already described inconnection with Figures 1 to 9 inclusive, and the various ports are covered and uncovered in a similar manner producing a similar cycle of operation. Closure members |53 and |54 are bolted into place as at and have bores |56 for the passage of the piston rod 42. The casing |46 is bolted into position as at |49a against the opposite cylinder flanges 23.

In the operation of the modification shown in Figure l2, the pistons 38 reciprocate to and fro in the manner already described in connection with Figures l to 9 inclusive and the same cycle of operations is carried out. The rotor |40 and non-magnetic sleeve |42 are secured to each other and to the piston rod 44 in any suitable manner, such as by the pin |51, so that these parts rotate and reciprocate as a unit.

As the piston rod 44 moves to and fro during the operation of the engine portion of the machine, the rotor |40 moves to and fro into and out of the stator windings |49 and |50. As the magnetic lines of force from the rotor |40 cut the windings |40 and |50, an alternating electric current is induced therein, This electrical current may be withdrawn for consumption in any suitable manner. The reciprocation of the engine may be varied so as to vary the frequency of alternation of the current.

'I'he modiiication shown in Figures 13 and 14 is still more similar to the form of the engine shown in Figures 1 to 9 inclusive, especially as regards the construction of the engine portion of the machine. Similar parts are therefore correspondingly designated. The teeth 59 upon the power transmitting member 51 of the Figure 13 modication, however, engage internal gear teeth |60 upon the hub of a rotor |6| which is rotatably supported upon anti-friction bearings |62 mounted in the spiders |63 bolted as at |64 to the engine cylinder flanges 23. The outer portions of the spiders |63 are bolted as at |65 to an annular stator |66 which is provided with multiple axial i recesses or grooves |61 adapted to receive windings |68. The rotor |6| is preferably of permanently magnetic material and is provided with pole portions |69 projecting outwardly :from the periphery thereof (Fig. 14). The rotor |6| is not reciprocable but solely rotatable.

In the operation of the modification of Figure 13, the engine portion operates in a substantially similar way to the engine of Figures 1 to 9 inclusive. As the piston rod 44 and the power transmitting member 51 reciprocate and rotate to and fro, the motion thereof is transmitted through the internal gear teeth |60 to rotate the rotor |6|. As the latter is of permanently magnetic material, its lines of force cut the windings |68 and induce an alternating electrical current in these windings. This alternating current may likewise be drawn off and consumed in any de* sirable manner and the frequency of alternation can likewise be regulated by regulating the speed of the engine portion.

The modification shown in Figure 15 likewise has an engine portion similar to that shown in Figure 13, and this is only in the mode of transmitting the power and of causing the reciprocation. For this purpose the power transmitting member 56 is replaced by a power transmitting cam |10 mounted upon the piston rod 44 and having opposite surfaces |1| engaging the abutment surfaces 64 and 65 of abutment 66 and 61 similar to those of Figure l. Secured to the periphery |12 of the power transmitting member |10 is the hub |13 of a rotor |14 of permanently magnetic material. The latter is provided with poles |15 projecting outwardly from the 'periphery thereof in a manner similar to the rotor |6| of Figure 14, these poles passing within windings |16 within recesses |11 in an annular stator |18 bolted as at |19 to the spider |80 in a manner similar to Figure 14.

The operation of the modification of Figure 15 is broadly similar to that of Figures 12 to 14 inclusive. The rotor |14, however, reciprocates to and fro with the piston rod 44 as the engine portion of the machine follows the same operating cycle as the engine of Figures 1 to 9 inclusive. The rotor |14 thus rotates as it reciprocates to and fro within the windings |16 cutting them with its magnetic lines of 4force and inducing an alternating current within these windings. This alternating current, as before, may be taken off and consumed in any conventional manner and the frequency thereof may be varied by varying the speed of the motor.

As previously stated in connection with the operation of the form shown in Figures 1 to 9 inclusive, the mass of the pistons and the other rotating parts mounted on the piston rod creates momentum in rotation which produces a fly- Wheel effect. This flywheel effect assists in carrying the machine over its dead center positions, such as those corresponding to the points 62 and 63 of the power transmitting member 56 (Fig. 2). Moreover, the rotors of the electrical generator associated with the engine in the modifications of Figures 12 to 15 inclusive add to this momentum and increase this ilywheel effect.

While a specific embodiment of the invention has been described and illustrated, it will be understood that various modifications may be made within the scope of the appended claims without departing from the spirit of the invention.

It will be further observed that in the opposed piston type of engine described herein, the com pression strains are borne by the piston rod 44 and not by the bearings as in the conventional type of engine with crankshaft. Consequently the bearings of the present engine, being lree from such strains, have much longer life. The only loads taken through the bearings are the loads imposed by the power transmitting member 56 on the gear 19.

What 1 claim is:

1. In an internal combustion engine, a cylln der, a piston reciprocable in said cylinder, a piston rod connected to said piston, a power output member, spirally-shaped power ltransmitting means operatively connecting said piston rod with said output member and a housing encircling said spirally shaped power transmitting means having guide means engaging said spirally shaped power transmitting member for imparting rotary motion to said output member.

v2. In an internal combustion engine, a cylinder, a piston reciprocable in said cylinder, a piston rod connected to said piston, a power output member, and spirally-shaped means for effecting simultaneous reciprocation and rotation of said piston said cylinder' and piston being provided with complementary projections to initiate rotation of said piston at one end of its stroke.

3. In an internal combustion engine, a cylinder, 4a piston reciprocable in said cylinder, a piston rod connected to said piston, a power output member, a guide housing encircling said rod and spirally-shaped means on said piston rod engaging within said guide housing for controlling reciprocation of said piston and converting said recprocation to rotary motion.

4. In an internal combustion engine, cylinder, a piston reciprocable in said cylinder, a piston rod connected to said piston, a power output member, and spirally shaped toothed mechanism on said piston rod and operatively connecting said piston rod with said output member.

5.`In an internal combustion engine, a cylinder, a piston reciprocable and rotatable in said cylinder, a piston rod connected to said piston, a rotary power output member, a spiral guide housing and means connected to said piston rod within said housing and engaging said power output member for converting the reciprocation and rotation of said piston rod into rotation only of said power output member.

6. In an' internal combustion engine, a cylinder, a piston reciprocable and rotatable in sai-d cylinder, a piston rod connected to said piston, a rotary power output member, a spirally shaped toothed member connected to said piston rod and meshing with said toothed output member for converting the reciprocation and rotation of said piston rod into rotation only of said toothed element and output member and a guide member engaging the s-pirally shaped toothed member for guiding the same in a spiral path during each stroke of the piston.

7. In an internal combustion engine, a cylinder, a piston reciprocable and rotatable in said cylinder, a piston rod connected to said piston, a rotary power output member, a spirally-shaped power transmiting member connected to said piston rod, a housing encircling said power transmitting member and means within said housing engaging said power transmitting member for spirally guiding said power transmitting member and converting the reciprocation and rotation of Said piston rod into rotation only of said power output member.

8. In an internal combustion engine, a cylinder, a piston reciprocable and rotatable in said cylinder, a piston rod connected to said piston, a rotary power output member having a toothed element thereon, and means including a spirallyshaped toothed power transmitting member meshing with said toothed element for converting the reciprocation and rotation of said piston rod into rotation only of said power output member said piston and cylinder having complementary projecting portions to initiate rotation of said spirally toothed element.

9. In an internal combustion engine, a cylinder, a piston reciprocable and rotatable in said cylinder, a piston rod connected to said piston, a rotary power output member having a toothed element thereon, a spirally-shaped toothed power transmitting member meshing with said toothed element, and means engaging said power transmitting member for converting the reciprocation and rotation of said piston into rotation only of said power output member.

10. In an internal combustion engine, a cylinder, a piston reciprocable and rotatable in said cylinder, a piston rod connected to said piston, a rotary power output member, a bent cam-like memberconnected to said piston rod and having opposed edges of opposite spiral congurations, and means engaging said cam-like member for converting the reciprocation and rotation of said cam-like member and piston rod into rotation only of said power output member.

11. In an internal combustion engine, a cylinder, a piston reciprocable and rotatable in said cylinder, a piston rod connected to said piston, a rotary power output member, a bent cam-like member connected to said piston rod and having opposed toothed edges of opposite spiral congurations, abutment means engaging said eamlike member, and a toothed element on said power output member meshing with said toothed edges of said cam-like member.

12. In an internal combustion engine, a cylinder, a piston reciprocable in said cylinder, a piston rod connected to said piston, a rotary power output member, a toothed element connected to said power output member, a bent cam-like member loosely rotatably mounted on said piston rod and having opposed toothed edges of opposite,

spiral configurations meshing with said toothed element, and abutment means engaging said cam-like member.

13. In an internal combustion engine, a cylinder, a piston reciprocable in said cylinder, a piston rod connected to said piston, a rotary power output member, a toothed element connected to said power output member, a bent cam-like member loosely rotatably mounted on said piston rod and having opposed toothed edges of opposite spiral congurations meshing with said toothed element, and abutment rollers engaging said cam-like member.

KENNETH R. MALTBY. 

